JPS5849692B2 - ninenkikan - Google Patents

Description

[Detailed description of the invention] The present invention relates to internal combustion engines.

Internal combustion engines have already been proposed in which, in order to carry out fuel combustion effectively, combustion is first initiated with a first supply of fuel and then this combustion is transferred to a second supply of fuel.

By dividing the combustion stroke in this way, the combustion stroke of the engine can be created quite freely.

For example, in one preferred embodiment, a first fuel supply creates a flame front, and then a second fuel supply is created such that the second fuel supply is completely combusted by the flame front as the flame front propagates into the second fuel supply. This is to set combustion using one fuel supply.

However, such engines have the difficulty of producing insufficient hot gases to combust the second fuel supply if good combustion is not initiated by the first fuel supply.

In such a case, even if the first supply fuel fed into the second combustion chamber section is directly ignited by the spark plug, the combustion efficiency will not be good and may even be poor.

SUMMARY OF THE INVENTION An object of the present invention is to provide an internal combustion engine that can efficiently burn a first fuel supply and then use the combustion gas to efficiently burn a second fuel supply.

According to the invention, combustion is initiated by a first fuel supply, and then the combustion propagates to a second fuel supply, previously separated from the first fuel supply, to ignite the second fuel supply. In an internal combustion engine of the type described above, an internal combustion engine is provided that includes a device for creating a disturbance in a first fuel supply when the first fuel supply is ignited.

In this engine, the ignition of the first supply fuel is ensured within a generally spherical or cylindrical cavity, and the first supply fuel injected during engine operation impinges on the concave surface of the cavity. rotational movement of the first supply fuel is caused.

This engine consists of a housing and an internal member that are rotatable relative to each other, the housing and the internal member defining a chamber therebetween, and the internal member sliding transversely to its longitudinal axis. a vane movably received within the inner member, said vane dividing said chamber to form two chamber portions on opposite sides of the vane; has two cavities opening on the outer surface of the internal member, one of these cavities communicates with each chamber part, and a fuel supply device and an exhaust gas discharge device are provided, and the above-mentioned After the fuel introduced into the first part of the chamber part is ignited in a cavity communicating with the first part, it is fed into the second part of the chamber part, which second part is provided at least during or after the ignition. Communication with the cavity has previously been severed and the fuel introduced into the second section is ignited.

In this case, grooves can be formed on the outer circumferential surface of the inner member and configured to allow the compressed fluid to flow through these grooves into the cavity near the end of the compression stroke.

Furthermore, another groove can extend from the cavity towards the second part of the chamber part in order to convey the combustion gases from the cavity in which combustion is taking place to the second part of the chamber part.

It is also desirable to provide a small gap between the inner member and the housing to allow the inner member and the housing to rotate freely relative to each other.

Furthermore, it is preferred that the vane include a sealing member at each end of the vane in sealing engagement with the outer circumferential surface of the chamber, said sealing member being rotatable relative to the vane.

The engine according to the invention also includes an ignition device for igniting fuel in the cavity communicating with the first part of the chamber part;
This ignition device is characterized in that it is provided within the cavity.

By doing so, even if the engine timing changes, the ignition device can reliably ignite the fuel.

In this case, it is preferred that the cavity extends in the direction of the longitudinal axis and that the ignition device is provided at the end of the cavity.

The invention will now be described in detail with reference to the accompanying drawings.

The internal combustion engine 12 shown in FIGS. 1 and 2 includes a stationary internal member 14, an outer housing 16 rotatably mounted around the stationary internal member 14, and an outer housing 16 rotatably disposed about the stationary internal member 14.
6, and a hollow cylindrical outer casing 150 surrounding the cylindrical case 6.

The fixed internal member 14 has an elongated cylindrical shape and has a number of axial abutment surfaces that are abutted against each other by bolts (not shown).

The outer housing 16 similarly has a number of axial abutment surfaces, is generally hollow cylindrical, and is rotatably mounted to the stationary inner member 14 via a number of roller or ball bearings 20.

A combustion section 21, a compression section 23 and a fan section 25 of the engine are formed between the fixed inner member 14 and the outer housing 16.

The combustion part 21 has a curved wall part 1 formed in the housing 16 so as to surround the outer peripheral surface of the end member 22 of the fixed internal member 14.
8, and a combustion section 21 is formed between the outer peripheral surface of these end members 22 and the curved wall section 18.

A chamber 26 of the combustion section 21 is closed at one end by a side wall section 28 of the housing 16.

This side wall portion 28 slidably and sealingly engages a lateral end 30 of the fixed internal member 14.

The other end of the chamber 26 is closed by a side wall 32 extending inwardly from the housing 16.

The sidewall 32 slidably and sealingly engages a step 34 formed on the fixed internal member 14.

The compression section 23 of the engine is located at the intermediate section 38 of the fixed internal member 14.
and a middle curved wall portion 40 of the housing 16.

One end of the chamber 36 is closed by engaging the side wall 32 with the sealing surface 42 of the fixed internal member 14, so that the chamber 36
The other end is connected to the side wall portion 44 of the housing 16 and the fixed internal member 1.
It is closed by engaging the stepped portion 46 of No. 4.

Rooms 26 and 36 are generally similarly shaped, so only the shape of room 26 is shown in detail in FIG.

The outer peripheral edge of the room 26 is defined by the inner wall surface 50 of the curved wall portion 18.

The inner wall surface 50 has a first portion 50a, and this first portion 5
0a has a constant curvature as measured from the longitudinal axis of the fixed internal member 14.

This first portion 50a has a peripheral edge length W(
(see Figure 2).

The second portion 50 of the inner wall surface 50 is axially symmetrical with the first portion 50a.
b is also a curved line with a constant distance from the axis 51, but the radius of the second portion 50b is smaller than the radius of the first portion 50a.

This second portion 50b extends for a circumferential distance Z.

The angle ψ formed by a line connecting both ends of the first portion 50a and the axis 51 is equal to the angle ψ formed by a line connecting both ends of the second portion 50b and the axis 51.

Adjacent ends of the first portion 50a and the second portion 50b of the inner wall 50 form opposing inner wall surface portions 5 having a curved shape gradually expanding outward between the curve of the first portion 50a and the curve of the second portion 50b.
Connected by 0C and 50d.

The curvatures of these inner wall portions 50c and 50d change at a constant rate in two curvature ranges, for example, the first portion 50a and the second portion 50b.
c and 50d are formed in such a shape that a straight line passing on the axis 51 and extending from one side of the inner wall surface 50 to the other side has a constant length no matter what angular position it takes with respect to the axis 51.

The inner periphery of the chamber 26, in turn, is defined by the outer cylindrical surface 82 of the end member 22 of the stationary inner member 14.

This cylindrical surface 82 has a radius smaller than that of the second portion 50b to provide the necessary clearance for good operation.

It can be seen from Figure 2 that the room 26 is approximately crescent-shaped.

Housing 16 rotates between cylindrical surface 82 and second portion 50b when housing 16 rotates about fixed internal member 14.
It is attached to the fixed internal member 14 in such a way that a constant small gap is maintained between them and the chamber 26 always maintains a constant shape.

As mentioned above, the shape of the second chamber 36 is the same as that of the chamber 26, but the second chamber 36 and the chamber 26 are located on opposite sides.

That is, the maximum curvature surface 50, ie, the first portion 50a of the room 26, is the intermediate curved wall portion 4 that defines the outer peripheral edge of the room 36.
It is arranged axially symmetrically with the portion corresponding to the maximum curvature of the inner wall 53 of 0.

The fixed internal member 14 has two diametrically extending plates 52, 54 slidably disposed therein, these plates 752, 54 being parallel to each other with a gap in the axial direction. It is held within the slits 57, 59 of the fixed internal member 14.

Vane 52 is located within chamber 26 and vane 54 is located within second chamber 36.

Both end surfaces 52a of vanes 52, 54>52b, 5
4a t 54b slides sealingly over sidewalls 28, 32 and 44.

Furthermore, each of the novel panels 52 and 54 has an engaging element 61 (see FIG. 2) extending in the longitudinal direction of the axis 51 at both ends thereof.
Equipped with:

These engagement elements 61 are held in recesses 63, 65 formed at both ends of the vanes 52, 54.

The recesses 63 , 65 have a concave arcuate cross-sectional shape and the engagement element 61 has a complementary convex arcuate cross-sectional shape that fits within the recesses 63 , 65 .

The outer part 67 of the engagement element 61 is the smaller radius part of the inner wall surfaces 50, 53, that is, the second part 50b in FIG.
It forms a convex arc shape with a radius approximately equal to .

As described above, the distance between the ends of the vanes 52 and 54 along the axis 51 is approximately equal to the distance (constant) between the opposing inner wall surfaces 50 and 53, and the engagement element 61 is located in the recesses 63 and 65 on the vanes 52 and 54. are fitted so that the engagement element 61 can pivot within the four points 63, 65 in sealing contact with the inner wall surface 50 or 53 when the housing 16 is rotated.

This ensures a favorable contact area between the inner wall surfaces 50, 53 and the outer surface 67 of the engagement element 61, thereby promoting sealing and reducing wear.

From FIG. 2, while the housing 16 is rotating, the base 75
2 and 54 can be made to reciprocate from side to side within the slits 57 and 59.

This reciprocating movement causes the outer side 67 of the engaging member 61 to move toward the inner wall surface 50.
parts soc, soct and the corresponding inner wall surface 5
This occurs only when the part 3 is engaged.

The outer surface 6'7 of the engaging member 61 is the inner wall 50 of the portion 50a.
, sob and corresponding portions of the inner wall 53, no movement of the vanes 52, 54 occurs since these portions soa, 50b have a constant radius.

Corresponding portions of the inner wall surfaces 50, 53 are provided on opposite sides with respect to the axis 51, so that the chambers 26, 36 occupy mutually opposite positions with respect to the axis 51.

Therefore, the reciprocating motion of the vanes 52, 54 is always in opposition to each other, thus providing a good balance of the moving parts of the engine.

Since the curvatures of most of the inner walls 50c and 50d and the corresponding large part of the inner wall 53 change at a relatively constant rate, the vanes 52 and 54 move at approximately the same speed. This prevents severe acceleration from being applied to the blades 52, 54 during reciprocating motion.

The acceleration applied to the vanes 52, 54 is the inner wall surface 50, 5
This can be further avoided by smoothly connecting the portions 50C and 50d with the curvature changes of 3 and the constant curvature portion 50a t sob.

The chambers 26 and 36 are divided by vanes 52 and 54 to form chamber portions that vary in volume as the housing 16 rotates.

These changes in volume are caused by compression of air in the chamber 36 and combustion in the chamber 26, as will be described later.

The compression section 23 and its operating method will be described in detail after the combustion section 21 and the combustion process are explained.

The compression section 23 includes an inlet 60 that extends axially within the fixed internal member 14 in a direction away from the vane 52 .

This inlet 60 opens into a central cylindrical side chamber 62 in the intermediate section 38 of the fixed internal member 14 .

As the housing 16 rotates during engine operation, air is introduced from the cylindrical side chamber 62 into the chamber 36 through two pairs of slits 64 formed on the base 754, and the air is compressed within the chamber 36. It is done.

The pair of slits 64 extend radially outward from an intermediate position on one side wall surface of the vane 54 and terminate before one end of the vane 54 .

The other pair of slits 64 extend radially outward from an intermediate position on the side wall surface on the opposite side of the vane 54.
54.

Compression within chamber 36 is performed by vanes 54.

This vane 54 divides the chamber 36 into two parts 36A and 36B as shown in FIGS. 3A to 3D, and the reciprocating movement of the vane 54 due to the rotation of the housing 16 creates a slit for controlling the air intake. 64 is the room part 36A,
36B.

The chamber portions 36A, 36B undergo periodic changes in volume during rotation of the housing 16.

In FIG. 3A, the volume of the room portion 36A is the largest, and the room portion 36A has the largest volume.
It shows the rotational position of the housing 16 when the volume of B is at its minimum.

This position is such that the vanes 754 protrude an equal distance from both sides of the fixed internal member 14 and both ends of the vanes 54 engage with the inner wall surface 53.

At this time, the slit 64 on the base 754 has a cylindrical side chamber 6
2 and the room portions 35A and 36B.

At this stage, the bay 754 is moving from the left to the right, so that the slit 64 communicating with the chamber section 36A is about to be closed, and the slit 64 communicating with the chamber section 36B is about to close. 64 is about to be further opened up.

Further rotation of the housing 16 then moves the vane 54 further to the right within the fixed internal member 14, as shown in FIG. 3B, so that the chamber portion 36A is no longer in communication with its associated slit 64. , sufficient communication is maintained between chamber portion 36B and its associated slit 64.

Thus, at this time, air flows from the cylindrical side chamber 62 to the chamber portion 3.
6B, this air is drawn from the cylindrical side chamber 62 into the chamber section 36B due to the pressure drop associated with the increase in the volume of the chamber section 36B that occurs during rotation.

At this time, the chamber section 36A reduces its volume, and the air within the chamber section 36A is thus compressed and discharged from the chamber section 36A through the exhaust port 71 formed in the wall of the housing 16.

As housing 16 further rotates, the suction action of air into chamber section 36B continues, while the compression and evacuation action within chamber section 36A continues until chamber section 36A reaches its minimum volume and chamber section 36B reaches its maximum volume. This continues until the state shown in Figure 3C is reached.

At this time, the chamber portion 36A communicates with the cylindrical side chamber 62 through the slit 64.

When the housing 16 further rotates, the volume of the chamber portion 36B decreases, and communication between the chamber portion 36B and the cylindrical side chamber 62 through the slit 64 is cut off.

In this way, the air in the chamber portion 36B is compressed, and the discharge port 71 located in communication with the chamber portion 36B is
The compressed air is then discharged from the chamber portion 36B.

This situation is shown in Figure 3D.

When the housing 16 further rotates, each chamber portion 36A, 3
6B is in the state shown in FIG. 3A, and the room portion 36B
The compression and evacuation action of has been completed, and the evacuation port 71 is in a state where it is about to communicate with the chamber portion 36A.

In this way, each time the housing 16 rotates, both chamber portions 3
6A and 36B can exhaust compressed air from the exhaust port 11.

A slit 73 is provided adjacent to the port 71 so that as much air as possible can be exhausted from each chamber portion 36A, 36B.
is formed on the inner wall surface 53.

The discharge port 71 is disposed adjacent to the intermediate curved wall portion 40.
communicates with a discharge side chamber 75 (see FIG. 20) extending inside;
This side discharge chamber 75 communicates with an annular chamber 73A provided within the housing 16 at a position remote from the combustion section 21.

As will be explained later, this part of the engine is relatively cool and the cooling air exhausted from port 71 is useful.

The side discharge chamber 75 is communicated with the annular chamber 73A through a valve 77, and this valve 77 functions to prevent air from flowing back from the annular chamber 73 into the side discharge chamber and, therefore, into the second chamber 36.

This valve 77 may be a reed type valve,
The illustrated engine has a structure as shown in FIG. 20.

This valve 77 consists of a butterfly valve pivoted about a pivot pin 79 extending in a plane perpendicular to axis 51.

Further, the axis of this pin 79 is tangential to the imaginary circle around the axis 51.

This butterfly valve 77 is eccentrically pivoted and has a longer arm 77a located outside the pin 79.

Therefore, due to the centrifugal force acting on the butterfly valve 77 during rotation of the housing 16, the air pressure in the second chamber 36 is reduced to the annular chamber 77.
The butterfly valve 77 can be kept closed when the air pressure in the annular chamber 73 is equal to the air pressure in the annular chamber 73, and the butterfly valve 77 opens when the air pressure in the second chamber 36 and the discharge side chamber 75 exceeds the air pressure in the annular chamber 73. can flow into the annular chamber 73.

The annular chamber 73 is connected to the annular inlet side chamber 66 (first
(Figure).

An inlet chamber 66 is formed in the side wall 28 , and the inlet chamber 66 is annularly formed by an insulated conduit (not shown) extending through the housing 16 on the opposite side of the discharge chamber 75 with respect to the axis 51 . It communicates with room 73.

The combustion section 21 of the engine is the end member 2 of the fixed internal member 14.
formed around 2.

The end member 22 has four cavities 68, 70, 72 and 74.
(see FIG. 2), two of these cavities 68, 70 are provided on one side of the vane 52, and the other two cavities 72, 74 are provided on one side of the vane 52. is provided on the other side of the

Cavities 68 and 74 are axially symmetrical and open from end 30 of end member 22 through the interior of end member 22 to cylindrical surface 82 of end member 22.

Each cavity 68, 74 communicates with a port A separated from each other,
These ports A are arranged on the terminal 30 in axially symmetrical positions and equidistant from the axis 51.

Port A communicates with a generally cylindrical longitudinally inwardly extending cavity B, which in turn communicates with an outwardly extending cavity C, which at port D has a cylindrical surface 8.
It is open to 2.

Cavities 70 and 72 are likewise provided in axisymmetric locations, equidistant from axis 51 but on a larger pitch circle than cavities 68 and 74.

The voids 70 and 72 are each substantially cylindrical void portions G.
The cavity G extends longitudinally inwardly from a port H on the abutment 30 and communicates with a cavity J extending inwardly from a relatively narrow port K on the cylindrical surface 82.

The void portion J has a roughly egg-shaped cross section and has a smooth curved surface that connects to the surface of the void portion G.

Each cavity 70, 72 is provided with a spark plug L.

Each spark plug L is screwed into a threaded aperture 94.

This opening 94 is formed so as to open into the cavity part G on the side remote from the port H, and the spark plug L is thus arranged on the inner wall of the cavity part G.

The spark plug L is held at the end of a tube 95 that extends through the aperture 94 into the fixed inner member 14 and further outwardly of the fixed inner member 14 .

Blank spaces 68, 70, 72, and 74 are for fuel injection devices 104, respectively.
The fuel injector 104 has a tube 102 which, like the tube 95, extends within a longitudinal bore in the fixed internal member 14.
provided at the inner end of the

A discharge port 98 is formed on curved wall portion 18 approximately 100° clockwise from one end of second portion 50b of inner wall 50 as shown in FIG.

A small notch 96 is formed on the inner wall surface 50 of the housing 16 at a location generally axially symmetrical to the exhaust port 98 .

The inlet chamber 66 communicates with a number of inlet boats 106, 108, 110 extending through the side wall 28.

The inlet ports 106, 108 are provided at a distance from the axis 51 equal to the distance from the axis 51 of the port A of the cavities 68, 74, and the inlet port 110 is provided at a distance from the axis 51 equal to the distance from the axis 51 of the port A of the cavities 68, 74. at a distance equal to the distance from

Thus, when the housing 16 rotates, the introduction chamber 66
Compressed air within the cavities will be introduced into the cavities when the inlet ports 106, 108, 110 and ports A, H of the cavities 68, 70, 72, 74 coincide.

Room 26 is divided into two sealed room sections 26A, 26B by vane 52 in the same manner as room 36 is divided by vane 54.

These chamber sections 26A, 726B are further divided by two sealing members 120, 122 at certain moments during engine operation.

These sealing members 120 and 122 are provided axially symmetrically to each other on the periphery of the fixed internal member 14 and spaced apart from the center plane of the vane 52 by 90°.

A sealing member 120 is provided between ports D and K in cavities 74 and 72, and a sealing member 122 is provided between ports D and K in cavities 68 and 70.

The sealing members 120, 122 extend along the axis 51 on the cylindrical surface 82.
It extends in the direction of , and is further movable in the radial direction with respect to the axis 51 .

Normally, the sealing members 120, 122 are biased (by a spring device not shown) into a position where their outer ends 120a, 122a slightly protrude from the cylindrical surface 82, but the inner wall 50 moves during rotation of the housing 16. When the sealing members 120, 122 engage with the inner wall surface 50, an inward pressing force is generated, and the sealing members 120, 122 are pressed inward by this pressing force.

The pair of cavities 68, 70 and the pair of cavities 72, 74 are each interconnected by a number of separate grooves.

The grooves are the same in both pairs of cavities, and FIG. 4 shows the pair of grooves associated with cavities 68 and 70 in detail.

As shown in FIG.
Two grooves 180, 182 starting at positions equidistant from 4
Consisting of

These grooves 180 and 182 approach each other toward the cavity 70 and enter the port K of the cavity 70 in close proximity to each other.

The port 1-K has a substantially rectangular shape and is spaced apart from the tip 30 and the step 34.

Two further grooves 184, 186 are formed on the cylindrical surface 82, and these grooves 180, 182 extend from the port K to the sealing member 122.

Grooves 180, 182 are spaced apart on either side of a wedge-shaped protrusion 188 formed by cylindrical surface 82, which separates the two grooves 184, 186.

The wedge shape of the protruding surface 188 allows the grooves 184, 18 to have straight outer portions parallel to the end portion 30 and the step portion 34.
6 increases in width toward the sealing member 122.

Additionally, a groove 196 is provided on the cylindrical surface 82, which groove 196 is provided on the cylindrical surface 82.
96 extends from sealing member 122 toward cavity 68 and enters port D of cavity 68 .

This groove 196 has a relatively wide width, and the groove 196 has a relatively wide width.
It has side edges spaced a certain distance from 4.

This side edge is an extension of the side edges of grooves 184,186.

Next, the operation of the combustion section 21 will be explained with reference to FIGS. 5 to 16.

5 to 16 show successive positions of the housing 16, which are divided into twelve equal parts during one rotation of the housing 16.

FIG. 5 shows that the midpoint (indicated by point 201) along the length of the second portion 50b of the inner wall 50 is connected to the sealing member 122.
Located near.

A stage during rotation of the housing 16 is shown.

At this stage, room section 26B has the maximum volume and room section 26A has the minimum volume.

For each revolution, one stroke consisting of the states shown in FIGS. 5 to 16 occurs in both chamber sections 26A, 26B, and the stroke of chamber section 26A is exactly one-half period longer than the stroke that occurs in chamber section 26B. Since they are exactly the same except for the deviation, each process will be shown only for the room portion 26B.

In Figures 5-7, combustion gases from the previous stroke are present within chamber portion 26B.

Housing 16 is rotated in the direction indicated by arrow 203, and exhaust port 98 opens into chamber portion 26B.

It can therefore be seen that exhaust gas within chamber portion 26B is exited from chamber portion 26B through exhaust port 98.

When the housing 16 subsequently rotates (see Figure 6)
By reducing the volume of the chamber portion 26B, the exhaust gas is exhausted.

After approximately 900 revolutions (see FIG. 8), exhaust port 98 is still in communication with chamber portion 26B and a significant amount of exhaust gas is exhausted.

The remaining exhaust gas is discharged by air supplied from the inlet chamber 66, which at this stage enters the cavity 7.
Inlet port 1 in communication with ports A and H of 2 and 74
-108,110.

This allows the air to pass through the chamber section 26B as indicated by the mismark 199, thereby providing good scavenging.

If this air is not supplied, the exhaust gas will
6B, particularly near the void 74.

Further rotation of the housing 16 opens the discharge port 9.
8 no longer communicates with the chamber portion 26B.
Scavenging is performed while the volume of B is being reduced (see FIG. 9).

At this stage, almost all the exhaust gas is in the room section 26.
removed from B.

Further rotation of housing 16 will still result in void 72.
, 74 and from the inlet ports 108, 110, air continues to be supplied into the chamber portion 26B.

When the housing 16 approaches a position 1800 revolutions from the position shown in FIG. 72 but is in communication with the cavity 74 from an inlet port 106 to the cavity 7
Air continues to be supplied into the chamber.

At this stage, the sealing member 120 is attached to the second portion 50 of the inner wall surface 50.
b, thereby sealingly separating chamber portion 26B into two compartments 221, 222.

At this time, the branch chamber 221 opens into the cavity 72, and the other branch chamber 222 opens into the cavity 74.

Next, the volume of the compartment 221 decreases and the volume of the compartment 222 decreases.
Although the volume of the inlet chamber 66 is higher than the pressure in the subchamber 222, air still flows into the subchamber 222.
22.

Further rotation of the housing 16 opens the closed compartment 22.
1 is reduced to a much smaller volume (see FIG. 11), and the cylindrical surface 82 of the cavity 72 close to the port K has a small spacing relative to the second portion 50b of the inner wall surface 50.

The pressurized air in the compartment 221 then flows through the grooves 180,1
82 into the cavity 72.

This is because, at this time, the pressure of the air in the compartment 221 is raised to a considerably higher pressure than the pressure in the cavity γ2, and the grooves 180, 18°2 are located between the compartment 221 and the cavity 72. This is because it is the only communication path.

Since the sealing effect of the sealing member 120 is exerted against the inner wall 50, no air flow towards the compartment 222 through the grooves 184, 186 occurs.

When the housing 16 is further rotated (FIGS. 11 and 1)
(See Figure 2) The empty space 72 is either port entrance 106 or 10.
8 and 110, and therefore a groove 1 is formed in the void 72.
The air fed through 80, 182 is fed into the cavity 72 at a high velocity due to the rapid reduction in volume of the compartment 221 and the narrow width of the grooves 180, 182.

The air thus forced into cavity 72 crosses port K and impinges on the interior surface of cavity portion J of cavity 72.

Cavity J is shaped to cause a circulating movement of air, which is illustrated diagrammatically by arrow 240 in FIGS. 11 and 12.

Since the grooves 180 and 182 are formed closer together toward the cavity 72, the airflow flowing into the cavity 72 is directed in the longitudinal direction of the cavity 72.

The combination of this longitudinal air flow and the air circulation movement creates a spiral swirling movement of the air within the cavity 72, resulting in the formation of fairly strong turbulence within the cavity 72.

Fuel injection from the injection device 104 into the cavity 72 takes place at this time, and immediately thereafter ignition of the air/fuel mixture takes place in the cavity 72 by actuation of the spark plug L.

This ignition does not generate any substantial force to drive housing 16 in the direction of engine rotation.

This is because the port K of the cavity 72 is closed by the polymerized second portion 50b.

The forces generated by ignition will thus be directed primarily in the radial direction.

Immediately after the ignition takes place in the cavity 72, the housing 16
Further rotation causes the sealing member 120 to close to the inner wall 5.
At this time, the sealing member 120
quickly separates from the inner wall surface 50 (see FIG. 13).

At this time, the high temperature gas generated within the cavity 72 flows into the groove 1.
84, 186 and is discharged from the cavity 72, and the sealing member 1
20 and further passes through the groove 196 to reach the compartment 222.

At this time, the volume of the compartment 221 becomes zero so that the high temperature gas does not head in the opposite direction along the grooves 180 and 182.

Before the combustion gases are discharged from cavity 72, compartment 222 is already supplied with pressurized air from inlet port 106, as indicated by arrow 241 in FIGS. 11 and 12.

The length of the inlet port 106 is relatively long and communicates with the cavity 74 for some time so that pressurized air enters the compartment 222 significantly.

Therefore, even if the pressurized air expands to some extent when it flows in, the air within the compartment 222 is compressed to a relatively high pressure.

Immediately prior to the transfer of hot gas from compartment 221 to compartment 222, communication between inlet port 106 and cavity 74 is broken and fuel is injected into the pressurized air within compartment 222.

This fuel injection is performed immediately before the state shown in FIG. 13 is reached.

The turbulent hot gases thus forced into compartment 222 through grooves 184 and 186 and past sealing member 120 immediately combust the air and fuel mixture within compartment 222.

This combustion generates high-temperature gas, which drives the housing 16 to rotate.

As the housing 16 rotates further (see FIGS. 14-16), the chamber portion 26B (no longer divided by the sealing member) increases in volume again, so that no gas is allowed to flow until the situation shown in FIG. 16 is reached. Expand.

Exhaust port 98 then again communicates with chamber section 26B, and exhaustion of the expanded gas within the chamber section begins, completing the stroke.

As can be seen from FIG. 2, the port D of the cavity 74 is formed with a thin wall extending toward the port D, and fuel is injected from the fuel injection device toward the thin wall.

Due to their small dimensions, this thin wall remains relatively hot during engine operation, thus ensuring good atomization of the fuel and thus good ignition.

The vane 52 is configured such that when both ends of the vane 52 are engaged with an inner wall portion having a constant radius,
is positioned to receive the maximum pressure of the expanding fluid.

The vane 5 is thus exposed to maximum stress due to gas expansion.
2 does not reciprocate, and the end of the vane 52, which is under gas pressure throughout the expansion stroke, moves around the large radius inner wall portion 50a of the inner wall surface 50.

The structure of the engine is such that the thickness of the vanes 52 and 54 is "T" (
(See Figure 2) can be changed to obtain a strong vane structure.

That is, if it is necessary to further increase the strength of the vane,
Vane thickness can be easily increased without adversely affecting engine timing.

The good combustion efficiency achieved by the ignition method of the present invention can minimize the generation of polluting gases.

In particular, hydrocarbons contained in the exhaust gas of internal combustion engines are mainly due to the presence of unburned fuel.

In the engine according to the present invention, the hot gas front of the hot gas injected into the compartment 222 makes it possible to obtain good and complete combustion, thereby minimizing the generation of hydrocarbons.

The generation of other pollutants, such as nitrogen oxides, occurs when combustion occurs under extremely high pressures or temperatures.

However, the engine shown in FIGS. 1 and 2 can be arranged so that high pressure peaks do not occur within the compartment.

In this regard, in reciprocating internal combustion engines, ignition takes place in a very small space, so that the maximum pressure peak occurs at the moment of ignition.

Furthermore, ignition in a reciprocating internal combustion engine is usually instantaneous, and the pressure generated at this time is increased to improve engine performance.

Improving performance in this way has the effect of worsening exhaust emissions as far as nitrogen oxide generation is concerned.

In the engine shown in FIGS. 1 and 2, if the fuel injection into the cavities 74 and 68 were to take place over substantially the entire expansion phase of the chamber sections 26A and 26B, the comparative Since combustion is carried out for a long period of time, performance can be improved without increasing the peak pressure in the chamber sections 26A, 26B.

Furthermore, in this case, the engine operates at a relatively low peak pressure, but the lower peak pressure is maintained for a longer period of time than in a reciprocating internal combustion engine, resulting in an equal or greater drive force than in a reciprocating internal combustion engine. You can gain power.

Moreover, even greater driving force can be obtained by enlarging the spaces 68, 70, 72, and 74, for example.

Thus, the structure of the present invention allows greater power to be extracted while operating at much lower pressures than is the case in reciprocating internal combustion engines.

In this way, the generation of nitrogen oxides, ie, the amount of pollutants, can be reduced without degrading engine performance.

The fan section 25 of the engine includes a number of planetary gears 1 mounted on the end of the housing 16 remote from the inlet chamber 66.
26, and these planetary gears 126 protrude from the side wall of the housing 16 and can freely rotate around shafts 126a arranged in parallel on the same pitch circle.

Each planet gear 126 corresponds to the sun gear 12 on the fixed internal member 14.
8 and an outer ring gear 130 that is free to rotate about the fixed internal member 14.

The ring gear 130 carries a set of planetary gears 132 that project from the ring gear 130 and are rotatable on axes 132a that extend parallel to the axis 51 on the same pitch circle.

These planetary gears 132 engage a sun gear 128 and a second ring gear 134 which is carried by a fan assembly 140 rotatable about the stationary internal member 14.

This fan assembly 140 is supported by roller bearings 142.

The gears 126, 130, 132, 134 are the housing 16
A planetary gear mechanism is configured to rotate the fan assembly 140 at a faster speed than the rotational speed of the fan assembly 140.

Fan assembly 140 has a main body 144,
has an annular shape and is supported by a bearing 142, and the body 144 further has a number of spaced apart wings 146 on its outer side.

The fan assembly 140 is used to draw air from the right side of the fan assembly 140 and send it through the wings 146 to the left side of the fan assembly 140, as shown in FIG.

Outer cylindrical member 147 extends around the outer periphery of fan assembly 140 and is secured to the outer end of vane 146 and rotates adjacent the inner surface of outer casing 150 .

The annular end 154 of the outer casing 150 has a number of air intakes 156 into which air flows when the fan assembly 140 rotates.

This incoming air flows from right to left in FIG. 1 through a generally annular passageway 158 in housing 16 under the action of a fan.

The air thus passes over the outer surfaces of the intermediate curved wall section 40 and the curved wall section 18, and is discharged to the outside of the engine through the cooling air outlet 160 formed in the casing 150 and extending to the left.

This air is used to cool the engine during operation, and housing 16 is provided with fins 16A (see FIG. 2) for effective cooling.

Casing 150 also includes a conduit 176 that opens into a portion of the periphery of casing 150 at a location capable of receiving exhaust gases exiting exhaust port 98 during engine operation.

Since the conduit 176 is arranged in this way, the passage 1
This exhaust gas can be evacuated by air flowing along 58.

The end of the casing 150 surrounding the combustion section 21 is supported by a roller bearing 170 disposed in an annular bearing support 172 forming a part of the casing 150.

Bearing 170 is located on housing 16 about an outwardly extending cylindrical portion 174.

The annular bearing support 172 is connected to the end of the casing 150 via an annular resilient rubber element 180 .

Furthermore, at the end of the casing 150 around the fan section 25, the casing 150 has a large number of elastic rubber blocks 1.
52 to the fixed internal member 14 .

The rubber block 152 is provided at intervals around the periphery of the fixed internal member 14 and is connected to the annular inner end 154 of the casing 150.

The rubber element 180 and the rubber block 152 are located in the spaces 6B and 74.
This is provided to absorb the torque reaction generated by combustion within the engine.

The vane 52 functions as a member that receives reaction against the generated pressure, and it is desirable that this reaction is absorbed.

Rubber element 180 and rubber block 152 also serve to absorb such reaction torque and return this absorbed energy when combustion pressure is reduced.

Further, the rubber element 180 and the rubber block 150 are insulators to prevent engine vibrations from being transmitted to the casing 150.

17 and 18 show the case where the combustion principle according to the present invention is applied to a rotary internal combustion engine.

The engine 401 shown in Figures 17 and 18 is of the type disclosed in Australian Patent No. 30650/71.

This engine 401 uses an internally rotating piston member 402 that performs a rotating movement about a central axis 403.

The piston member 402 is disposed within a cavity 404 within an outer casing 406.

The casing 406 is closed by a pair of side walls extending perpendicular to the central axis 403.

The piston member 402 is connected to a number of sliding vanes 407 that are reciprocatable within a slit 408 of a casing 406 radially relative to the central axis 403 .

The sliding vane 407 is inserted into the slit 4 of the piston member 402.
Piston member 402 by means of a pivot connection passing through 11
connected to.

When the piston member 402 rotates around the central axis 403, the outer circumferential surface 420 of the piston member 402, the space 4
04 inner peripheral surface 415 and a pair of adjacent vanes 40
The space defined by 7 undergoes periodic volume changes.

This periodic volume change allows the engine to subtract and compress the dynamic fluid as it runs the Otto cycle.
A stroke consisting of ignition and expansion takes place.

The engine shown in FIGS. 17 and 18 is a modification of the engine disclosed in the aforementioned Australian Patent No. 3 0 6 5 0/7 1 by providing a number of upright sealing members 414.

This sealing member 414 is connected to a pair of adjacent plates 7407.
The piston member 402 protrudes radially from a slit 430 in between.

The sealing member 414 is connected to the sealing member 41 by a spring 425.
4 is biased outwardly until the shoulder 416 of the slit engages the shoulder 417 of the slit.

A number of chambers 421 are formed within the casing 406, and one of these chambers 421 corresponds to a respective space 4.
It communicates with 12.

A valve arrangement 42 actuated by a suitable cam mechanism of the engine.
2 is provided to send air into each room 421.

A fuel injector 423 is provided to supply fuel to each chamber 421 and to a cavity 440 formed on the inner circumferential surface 415 adjacent each chamber 421 .

Cavity 440 is located within space 412 at a distance from room 421 .

An exhaust valve device 442 is provided within each cavity 440 .

When rotating, each of the plural spaces 412
17 and 18, respectively, perform the same operation stroke, so the operation of the engine to be described next will be explained in the space 412 shown in FIGS. 17 and 18.
We will only describe each state of the process that occurs in .

Shortly before reaching the condition shown in FIG.
Sent into 2.

Air intake takes place throughout the space 412, so that the sealing member 414 is not in contact with the inner periphery 415 at this stage, and furthermore, the space 412 has a large volume.

Valve 422 is subsequently closed and the volume of space 412 is reduced, thereby compressing the air within space 412.

Next, the sealing member 414 contacts the inner periphery 415 and separates the pair of plates 7407 into two spaces (see FIG. 17).

It can be seen that the left portion of space 412 in FIG. 17, indicated by reference numeral 429, is relatively small.

The compressed air within chamber 421 is then ignited by spark plug 428 when fuel is injected from fuel injector 423 .

The chamber 421 is shaped such that a turbulent mixture of air and fuel is formed therein, and the piston member 402 rotates clockwise so that the sealing member 414 closes inside the chamber 415.
It can be seen that this ignited air/fuel mixture is forced across sealing member 414 and into cavity 440 upon separation from the air/fuel mixture (see FIG. 18).

When the sealing member 414 is separated from the inner peripheral surface 415, the sealing member 414 faces the inner wall surface 440a of the cavity 440.

At this time, the sealing member 414 is prevented from following the inner circumferential surface 415 because the shoulder portion 417 is provided even though the spring force is applied outward.

The air-fuel mixture ignited in this way flows into the space 440 and the space 412.
into the right portion 450 of.

The fuel is injected into the right portion 450 of the space 412 by the injection device 4 at the time when the air-fuel mixture is introduced or shortly before that.
23.

The ignited air-fuel mixture in the room 421 is then transferred to the empty space 440.
and ignites the fuel mixture in the right portion 450 of the space 412.

Then, as the piston member 402 further rotates clockwise, the overall volume of the space 412 increases, resulting in the expansion phase of the engine process.

Exhaust valve 442 then opens to exhaust the ignited gas within space 412.

Of course, it is possible to arrange for further air to be introduced into the cavity 440 as the air-fuel mixture is forced across the sealing member 414 into the cavity 440.

As in the case of the engine shown in FIGS. 1 and 2, a mixture initially ignited in chamber 421 is used to create a hot gas front which causes space 421 to be ignited.
Complete combustion of the working fluid of 2 is ensured.

The engines described herein are, of course, for illustrative purposes only, and various modifications may be made to them.

In particular, the engine of FIGS. 1 and 2 has an exhaust port 98
It can be modified to increase the expansion stroke length of the engine by providing a valve arrangement in the engine.

This valve arrangement can be configured to be closed at the beginning of the expansion stroke and open at the end of the expansion stroke.

This valve device has a structure as shown in FIG. 19, for example.

Referring to FIG. 19, the inner wall surface 50 of the housing 16
A discharge port 98 formed in the nozzle extends into an outer cylindrical cavity 511 formed in the nozzle 16.

A valve element 512 made of carbon, for example, is inserted into this cylindrical cavity 511.

The valve element 512 includes a series of outwardly extending passageways 516 that define the exhaust port 98 .
Align with 8a.

Sealing member 517 seals around the periphery of valve element 512 within cavity 511 such that gas flow through exhaust port 98 is through passageway 516 only.

The outer surface of the valve element 512 sealingly engages the generally cylindrical inner circumferential surface 520 of the casing 150 to prevent escape of gas through the passageway 516.

This sealing engagement is continuously performed by the centrifugal force acting on the valve element 512.

A pair of weight levers 531 and 532 are provided to prevent extreme loads caused by such centrifugal force.

These weight levers 531 and 532 have inner ends 5 fitted in a ball-and-socket manner within the outer periphery of the valve element 512.
31a, 532a and heavy outer end portions 53lb, 53
2b.

The center portion of the weight lever 53L532 is connected to the pivot pin 531 within the wall portion 550 of the housing 16 surrounding the cavity 511.
c, 532c.

While the engine is rotating, centrifugal force moves the heavy outer ends 53lb, 532b outwardly, thereby causing the inner ends 531a, 532a to bias the valve element 512 inwardly.

By appropriately selecting the weight of the weight lever outer ends 53lb, 532b, some of the force pushing the valve element 512 outward can be offset, thereby reducing the load on the casing 150 described above. I can do it.

The exhaust gas sent through the exhaust port 98 is passed through the passage 51.
6 is an outlet port 5 cut out in the casing 150
21 can be discharged via passageway 516 only.

This outlet port 521 is for example the room portion 26A, 26B.
It can be located at a suitable location to allow the gases within to be exhausted only at the end of each combustion stroke.

Of course, the engine in FIGS. 1 and 2 has a fixed internal member 1
4 can be rotated and deformed to fix the housing 16.

If it is desired to incorporate an exhaust valve arrangement in the engine, this can be simplified by designing it in the form of a rotary valve.

In this case, the rotary valve comprises a cylindrical member which is rotatable in a sealed manner, for example in an inner bore of the housing 16, about an axis parallel to the axis 51, which cylindrical member is able to discharge during a period of rotation. It has an opening that can be aligned with port 98.

Furthermore, the engines of FIGS. 1 and 2 have voids 68, 74.
The volume of the cavities 6B, 74 can be increased by increasing the diameter of the oval portion C of the.

This makes it possible to reduce the compression ratio of the air in the cavities 68, 74 and reduce the stresses that occur in the engine, especially if too much fuel is supplied to the cavities 6B, 74.

If an exhaust valve device is provided, the exhaust gas pressure can be used to drive a turbocharger, for example, by discharging the exhaust gas earlier than the latter part of the expansion phase of the combustion stroke. .

In FIGS. 1 and 2, vanes 52,54 are driven by the camming action of inner walls 50 and 53 on vanes 52,54.

However, since some internal equipment may be provided to operate the vanes 752 and 54, the vane 52
, 54 is not essential to be driven by cam action.

For example, Vane 52. 54 has an opening in the center,
Insert a suitable cam into this opening and actively push the vane 5.
2 and 54 can be driven back and forth.

In this case, since the cam can be fixed, it is suitable when the internal member 14 rotates.

Furthermore, with this arrangement, the method of sealing the vane end with respect to the inner wall surface 50 can be changed.

Furthermore, although the second sealing members 120, 122 are moved in the previously described construction by cam action against the inner wall surface 50 and biasing by a spring, these sealing members can also be positively actuated by suitable cams.

The engine shown in FIGS. 1 and 2 uses a compression chamber 23 having substantially the same shape as the combustion section 21.

As mentioned above, this has the advantage of providing a good balance of the engine, but of course other types of known compressors can also be used.

[Brief explanation of drawings]

FIG. 1 is a longitudinal cross-sectional view of the engine according to the present invention, FIG. 2 is a cross-sectional view taken along the line ■-■ in FIG. 1, and FIGS. 3A to 3D are the engines of FIGS. 1 and 2. FIG. 4 is a partial side view of a part of the peripheral surface of the engine member shown in FIG. 1, and FIGS. Figures 17 and 18 schematically represent the combustion stroke of the engine in Figure 1, and Figures 17 and 18 illustrate the operation of a rotary internal combustion engine modified to carry out a combustion stroke similar to the combustion stroke of the engine in Figure 1. FIG. 19 is a partial sectional view schematically showing a modification of the engine in FIG. 1, and FIG. 20 is a partial cross-sectional view schematically showing the engine in FIGS. FIG. 3 is a partial vertical cross-sectional view showing an exhaust valve device incorporated in the exhaust valve device. 14... Fixed internal member, 16... Housing, 18... Curved wall part, 21... Combustion part, 23... Compression part , 25... Fan section, 26, 36... Room, 26A, 26B,
36A, 36B...Room part, 28, 32, 4
4... Side wall part, 38... Middle part, 40
......Middle curved wall part, 50, 53...Inner wall surface, 52, 54...Vane, 98...
Exhaust port, 104...Fuel injection device, 106
,108,1 10... Inlet port, 120,
122... Sealing member, 128... Sun gear, A, D, H, K... Port, B, C, G
, J... Blank space, L... Spark plug.

Claims (1)

[Claims] 1 Comprising an internal member having a substantially cylindrical outer wall surface and a hollow housing having a substantially cylindrical inner wall surface and surrounding the inner member, one of the inner member and the hollow housing is connected to the other. The vane is provided eccentrically and relatively rotatably, and further includes a vane extending between the outer wall surface of the inner member and the inner wall surface of the hollow housing at two points apart from each other on the outer wall surface of the inner member. In the internal combustion engine, a variable volume chamber is formed between the inner wall surface of the hollow housing and the inner wall surface of the hollow housing. A sealing member for temporarily separating the compartments is provided on the outer wall surface of the internal member, and a supply device for supplying fuel and air to the first compartment and a supply unit for supplying fuel and air to the second compartment. an ignition device for igniting the air-fuel mixture in the first compartment during the sealing action of the sealing member, the first compartment being provided with an ignition device so that the sealing member is separated from the inner wall surface of the hollow housing; An internal combustion engine wherein the ignited air-fuel mixture in the first branch chamber flows into the second branch chamber to ignite the air-fuel mixture in the second branch chamber.